Electromagnetic train-control and danger-indicating means and recording means



A RUTHV EN. ELECTROMAGNETIC TRAIN CONTROL AND DANGER INDICATING MEANSAND RECORDIN G MEANS APPLICATION FILED OCT. 8, I918.

3 SHEETSSHEET 1.

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. A. L. RUT-HVEN. ELECTROMAGNEHC TRAIN CONTROL AND DANGER INDICATINGMEANS AND RECORDING mEANs.

APPLI CATION FILED 0018, I918. Patented Apr. 19,

3 SHEETS-SHEET 2.

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I A. L. RUTHVEN. ELECTROMAGNETIC TRA'IN CONTROL AND DANGER INDICATINGMEANS AND RECORDING MEANS.

APPLICATION FILED OCT. 8. I9I8.

Patented Apr. 19, 1921.

3 SHEETS-SHEET 3.

UNITED STATES PATENT OFFICE.

ALFRED L. RUTHVEN, OF ROCHESTER, NEW

YORK, ASSIGNOR TO SIMPLEX TRAIN CONTROL COMPANY, INC., OF ROCHESTER, NEWYORK, A CORPORATION OF NEW YORK. v l

ELECTROMAGNETIC TRAIN-CONTROL AND DANGER-INDICATING MEANS AND RECORD-ING MEANS.

To all whom it may concern: 7

Be it known that I, ALFRED L. RUTHVEN, a. citizen of the United States,and resident of Rochester, in the county of Monroe and State of NewYork, have invented certain new and useful Improvements inElectromagnetic Train-Control and Danger-Indi- -cating Means andRecording Means, set

forth in the annexed specification.

The present invention relates torail road block signaling and automatictrain or vehicle control, and is particularly an improvement over theelectrical track circuit control disclosed in the copending applicationfor Patent, Serial No. 215,300, filed Feb. 4, 1918.- Itis the object ofthe invention to provide novel and improved means of cooperation betweenthe for controlling the movement of the vehicle under the varioustraflic conditions, such *means eliminating the use of electrical, mechanical or other contact or similar devices between the vehicle andtrack, thereby removing a serious objection to train control lingapparatus embodying such contact devices. Another object is theprovision of such means between the vehicle and track or road bedutilizing magnetic force in a novel manner as themedium of control, to

dispense with contact and like devices and their obj ectionalcharacteristics.

-' "A further object is to provide novel mag netic means on the trackforinfluencing the vehicle equipment, having improved features toenhance its utility.

Another object is the provision of an improved magnetically responsivevehicle equipment controlling the movement of the vehicle, and alsobringing the vehicle to a stop or retarding its movement should theequipment not be. in operative conditlon, thereby preventing the vehiclefrom proceeding fective. I V

A still further object is to improve the vehicle equipment so as toeffectively retard the vehicle/when danger is presented, and topermitthe vehicle to proceed under caution at a slow speed, stopping itif the'speed allowed is exceeded. This permits the vehicle to move,under the direction of-the authorized person, after danger is signaledand the power shut ofi and brakes applied when its controlling means isdevehicle and track equipments Specification of Letters Patent. PatentedApr. 19, 1921. Application filed October 8, 1918. Serial No. 257,336.

' automatically through the magnetic applirestricted, but only whennormal danger conditionsv are positively changed to clear conditions toavoid accidental clear signals.

Furthermore, the invention has for an object the provision of novelmeans for giving danger and'clear signals on-the vehicle, and keeping arecord of the'operation of the controlling means for subsequentinspection.

Another object is to provide novel and improved means for operating theengineer's brake valve automatically, and allow him. to apply the brakesat any time but not release them in danger conditions.

With the foregoing and other objects in view, which will appear as theinvention is more fully understood, the invention resides in theconstruction and combination of parts as hereinafter described andclaimed, it being understoodthat changes can be made within the scope ofwhat is claimed without departing from thespirit of the invention.

The invention is illustrated in the accompanying drawing, wherein-Figure l is a general view of the appa ratus, mostly in diagram;

Fig. 2 is a longitudinal vertical section of the magnetically responsivemechanism of the vehicle, taken on about the line 22 of Fig. 1;

Fig. 3 is a perspective view of the track equipment, part of the casingbeing broken away to show the interior mechanism;

F 1g. 4 is a transverse section of the track device, showing it more indetail and in normal'danger position; and

,Fig. 5 is a diagrammatical view' of a block signal system of simplecircuits, with the present apparatus linked or connected thereto toprovide the connecting medium between the ordinary block signals andcontrolling means on the vehicle.

.The apparatus is used on the locomotive of a train or other vehicle andthe track or and means.

road bed, and controls the usual air brake system, which includes theair reservoir 1 from, which the air flows through the engineers brakevalve 2, when permitted, to the brake or train pipe 4" so as to supplythe auxiliary reservoirs as usual. When the brake valve is moved toanother position by means of its handle 3, the air escapes from thebrake pipe 4 to the atmosphere through the port 4 thereby applying thebrakes. The apparatus forming the present invention includes means forautomatically operating the brake valve 2, among other controllingmeans, and the various devices will be described separately under theirrespective captions.

Vehicle stopping control.

The apparatus embodies a main control for bringing the vehicle stoppingor retarding means into operation, and this control, designatedgenerally at 5, see Fig. l, is housed in a suitable casing 6 having thedoor 6 for gaining access to theparts for purpose of repair, inspection,or the like.

The door 6 is under lock and key and has a window to make the partsvisible to the operator or engineer.

Vithin the casing 6 is a main air valve 7 of the control having the stem8 disposed horizontally, and any suitable oscillatory valve can be used.A recording device 9 is connected to the valve 7 so as to record thenumber of operations thereof for subsequent inspection, and to thus keepan automatic check on the operator.

The valve 7 has connected thereto a pipe 11 leading from a speed controldevice 10 hereinafter described, to receive air from a pipe 21 leadingto the device 10 from the air reservoir 1 or other source of fluidpressure, and the valve 7 is normally closed to prevent the flow of airpast it, but the air is ready to flow through said valve the instantthat it opens. Said valve is a three way valve and has connected theretoanother pipe 11 and also a pipe 12 which are connected together and incommunication.

The pipe 12 has branches leading to a whistle or audible signal 35,visual signal 34, power interrupting means 13, and the brake valveoperating means 25, and the valve 7 when in normal position connects thepipe 11 through the valve with the atmosphere, thereby permitting theair to escape from the pipe 12 and said signals The signal 34 thereforenormally indicates clear, being operated pneumatically, and the means 13and 25 are released for ordinary operation, both being under pneumaticcontrol through the pipe 12. When the valve 7 is turned, however, itcloses the escape port from the pipe 11, and establishes communicationbetween the pipes 11. and 12, so that air flows at once 'the valve 7 tonormal clear position. The

.to the signals and indicates, audibly and visually, danger, and the airalso flows to the power interrupting means 13.to operate same forcutting off the steam or other motive power of the vehicle At the sametime the air flows to the device 25 vfor turning the brake valve 2forcibly, even.against the resistance on the part of the operator if hetries tostop the action, so as to apply the brakes, and bring thevehicle to a halt.

An arm 23 having a weight is carried by the valve stem or shaft 8 and isnormally raised, so that said arm will swing downwvardly by gravity andturn the valve 7 to.

therefore stop the vehicle as described above.

The reenergization of the solenoid again raises the arms 23 and 24 toagain restore solenoid 24, arms 23 and 24 recorder 9, and signals areall located within the'casing 6 so as not to be interfered with.

Speed control device.

The device 10 which is o erative under caution conditibns 'for controling the speed at which the-vehicle may roceed, includes a body .14having-an oscillatory valve 16 mounted therein and provided with ahandle 16 that can be swung by the authorized person after a dangersignal is given and the vehicle stopping means brought into play. Apassage 15 in the body 14 connecting the plpes 21 and 11' is normallyclosed by the valve 16 but a second passage22 also connecting said pipesis normally open through said valve, said passages being alternatelyopened for clear and caution con- 14 communicate with the rear end ofthe cylinder 20 and are controlled by the valve 16, the passage 32opening into the atmos phere and the passage 31 communicating with theair supply passage 22 at the reservoir side of the valve 16. Anotherpair of controlled and with the lever or latch 38 and reduce fricwhichrotates when it is in motion.

passages 33* and 33 in the body 14 communi cate with the other end ofthe cylinder 20 'and are controlled by the valve 16, the pas sage 33leading to the atmosphere and the by the spring 19, but when the valve16 is turned by the handle 16., passages 32 and 33 are closed andpassages 31 and 33 opened,

so that the air can escape from the forward end of the cylinder and isadmitted into the rear end thereof to exert -continued pressure tendingto push the piston 19 and valve rod 17 forward. 'Thevalve rod 17 is thusoperated pneumatically according tothe position of the valve 16.

A governor 3 of any suitable sort is used to control the speed undercaution conditions, and is connected by means of a sprocket chain 37,gearing 37 or the like with a wheel or other part ofthe veh i cfie eparts 37 or 37 can be taken to represent means which rotate during themotion of the vehicle to rotate the governor according to thespeed ofthe vehicle. The governorv controls the valve rod 17 through the mediumof a rocking lever 38 having one arm operatively connected to thegovernor 37 and its other arm in the path of the for ward end of the rod17 to prevent its forward movement unless the vehicle exceeds a certainpredetermined speedwhich will cause the lever .38 to be swungsufficiently to release the rod 17. The 'end of the rod 17 preferablyhas a .roller "38 to contact tion. As a result, when the lever or handle16 is swung to proceed under caution, so that the flow of air throughthe passage 22 to the means 13 and 25 is stopped and the air allowed toescape therefrom through the passage 12 thereby permittingmovement ofthe vehicle, the air nowtends to advance the piston 19 and rod 17, butthis is prevented by the lever or detent 38 unless the allotted speed isexceeded when'the rod 17 can move. This will closethe escape passage 12from the means 13 and 25 and will open the passage 15 so that air flowsthrough this by-pass to the means 13 and 25 to'actuate them for.againstopping the ve- Thus, when proceeding under can-- hicle. tion, thespeed allowed must not be exceed ed, or else the vehicle will beautomatically sto ped.

his speed control device therefore permits the vehicle to again.

casing 26 above the brake valve,

' end of the casing 26 that operation of the brake valve proceed slowlyin the danger zone," so that it can proceed for back up at will below agiven speed to avoid collision or accident, and at the same time, theoperator can not' put the. automatic means out of control for stopping.the vehicle When the track is clear and the valve 7 c again returned tonormal position, the valve 16 is returned by hand, so that the vehiclecan proceed as usual.

ate the engineers brake valve 2 in an effective manner, and includes acylindrical as shown, and the stem 27 of the brake valveextendsup'through the lower end of said casing and is connected by a key 27within a rotary head 28. seated upon said lower end of the casing. Thehead 28 is rotatable within a ring 30 surrounding it and having a loweroutturned flange clamped between the parts 'of the casing at its lowerend, said ring also having an upper flange inturned to overlap the head28 and retain it in place, The

head 28 has a stud '28 concentrically within the casing provided with ahelical groove 28 forming a screw entering the central opening of'apiston 29 which is slidable in the casing above the member or stud 28.The piston 29 has a pin '29 *entering the groove 28? and the piston iskept from turning by means offeathers 26 in the casing engaging groovesin the sides of said piston. n expansion spring 3O betweenthe ring 30and piston 29 normally raises said piston and forces the air therefromthrough the pipe 12 which is connected to the upper provides a cylinderfor the piston. The key 27 is made fast to the stem 27 and works withina notch or groove in the member or he,ad -28" so that when the piston 29is in normal raised position, the stem 27 and handle 3 can turn as usualfor applying the brakes, without actuating the parts of the operatingdevice 25, but when the the flow of air into the upper end of thecasingor cylinder from the pipe 12, the pin 29 in traveling in thegroove'28 will turn the head 28 and thus turn the key 27" and stem 27 toapply the brakes automatically.

In other words, the key 27 can move for- Ward in the head 28 but whenthe head turns in the same direction, the key 27? whenrin normalreleasing position for the brakes, will be carried with the head asitpiston is forced down by brakes in the event of a danger signal andmaintains them applied, until the apparatus is cleared.

Track device.

Reference is now had to the device used on the track at the controllingpoints (see Figs. 1 and 4,) which may be at selected intervals, alongthe track of which the rails are shown at 36. Each of these devicesincludes a pair of danger armatures 40 at opposite sides of a clearingarmature 39 located at the center of the track, all mounted for up anddown movement toward and away from the vehicle, and said armatures areof suitable length. These armatures are mounted Within a casing 41 thatis of non-v magnetic material so as not to interfere with the magnetattraction between the track and vehicle devices, and as shown in Fig. 1the" top of the casing has longitudinal corru-. gations or depresslonsbetween the armatures for stiffening and reinforcing the top of thecasing which can thereforebe as thin as possible above the armatures.The armatures are carried by transverse crank-shafts 42 journaled withinsuitable bearings Within the casing 41 and said shafts in being rockedwill alternately, raise the armatures 39 and 40 to active position. Thecasing protects the armatures from damage and interference owing toweather conditions, and the track device is also foolproof. As shown,the track device is operated electrically but it may be controlledmechanically, pneumatically or otherwise. A cup secured to the bottom ofthe casing 41 holds a solenoid 44 the cor of which is connected, as at43, to one of the a rock shafts 42, in order that when the solenoid isenergized, the armatures 40 are moved downwardly to inactive. position,and the armature 39 raised to active position, under clear conditions.The armature 39 is heavier than the two armatures 40, in

order that when the solenoid 44 is denergized under normal conditions orby failure of the controlling means, the armature 39 will gravitate toinactive position and raise the armatures 40 thereby presenting danger.Thus, the track device is normally at dan ger and will go to thisposition if the controlling means fails, to assure the fact that thetrack device will not clear the vehicle passing it unless this is theactual condition.

Figs. 3 and 4 illustrate the track device more in detail than shown inFig. 1, and in these views, the inclined ends of the casing 41 areshown, but the corrugations or depressions in the top of the casing areleft out, so that their use is made optional. The casing 41 is seated onand supported by one or more transverse supporting bars 100 and each ofthese bars is attached at its ends to the rails 36 so as to be supportedthereby and thereby support the casing 41 and arjournal matures from therails instead of from the cross ties. In this way, the, casing andarmatures are maintained in fixed relation to the rails and theresponsive vehicle devices which pass over th track device, in orderthat the relation of the track and vehicle devices will not be varied ordisturbed by the yielding movement of the rails and ties under theweight of the vehicle thereon. The ends of the bar 100 pass under therails 36, and said bar is provided near its ends with lips 101overlapping the base flanges of the rails at the inner sides of saidrails, and clamping jaws 102 are bolted or otherwise fastened to theends of the bar 100 and have lips overlapping the base flanges of therails on the outside to clamp the bar 100 in place, and permit. itsremoval for purpose of repair. It is preferable to place insulation 103between the bar 100 and rails 36, and this is necessary when the rails36 ar used as conductors, to prevent short circuit.

Figs. 3 and 4 illustrate the bearings 104 of the rock shafts 43 in theform of pedestals secured on the bottom of the casing 41 and .bars 100,and said rock shafts embody sections 105 and 106 journaled through thebearings 104 and the armatures, respectively, with crank arms 107secured to the journaled sections 105 and carrying the journaledsections 106 to form the cranks. The journals are preferably ofanti-frictional design so that the armatures move freely, and suchbearings for the journaled sections 106 are inset in the sides of i thearmatures, as at 108.

Figs. 3 and 4 also illustrate the lamination of the armatureslongitudinally thereof with the laminae in vertical planes, whereby toavoid stray eddies of the magnetic flux, and to greatly enhance theattraction of the vehicle magnets to said armatures as they passlongitudinally thereover.

The bars 100 not only support the casing 41 above the cross ties with asuitable clear- 110 ance, to allow the casing to yield with the rails36, but said bars also serve as stays to prevent the rails fromspreading. Attention is also directed to the fact that the constructionof the rock shafts 42 enables the cranks thereof to be adjustedangularly relatively to one another by loosening the arms 107 on thejournal sections 105.

Responsive vehicle device.

ner,.and said casing is of non-magnetic material so as not to interferenetism.

The clearing magnet 46 and clear retaining magnet47 are movablesimultaneously, and to this end a transverse rock shaft 50 is journaledin suitable bearings in the easing 49 and has arms 51 and 53 securedtherewith the magto froin which the respective magnets 46 and 47 aresuspended, the arm 53 being longer than the arm 51, as seen in F ig. 2,whereby tance than the magnet 46. In this way, when said magnets aremoved upwardly, the magnet47 will be sufiiciently removed from the rail36 so as not to be attracted thereto unless the magnet 46 is firstattracted to the armature 39- in raised position which will move themagnet 47 closer to the rail 36 into attractive relation thereto, so asto maintain such attraction and retain the magnets 46 and 47 inattracted or responsive position, as seen ,in F ig. 1.

A second transverse rock shaft 57 is also i journaled in the casing 49and has an arm 59 secured thereto from which the magnet 48is suspended,so that said magnet is movable independent of the others. It will benoted that the magnets move bodily up and down, and that their coils orwindings move longitudinally of their vertical axes, so as to cause 'apowerful attraction of the magnets to the armatures over which theypass,

' when said armatures are in raised position.

The rock shafts 50 and 57 (see Fig. 2) have arms and 61, respectively,depending within switch casings 58 and 63, whereby said arms operateelectrical switches and also have springs 81 connected thereto, tendingat all times to swing said' arms and raise the magnets, which willresult whenever the magnets are' deenergized. Each of the electricalswitches operated by the arms 55 and 61 includes, as'shown in Fig. 2 inconnection with the arm 55, a switch arm 83 pivoted at its lower end toa base 84 having a binding post 85, and the switch arm 83 is connectedby an insulating link 88 with the arm 55 (or 61). Adjustable stop screws82 are carried within the casings 58 and 63 for limiting the movement ofthe arms 55 and 61', in order that both the upward and downward movementof the magnets can be limited as desired, according to' the clearancewanted with respect to the armatures.

The switch arm 83 carries a sprmg conthe magnet 47 moves a greater dis-.

removable points 80 for deflecting stray objects out of the way, and forcutting snow and ice in the winter season.

The electrical circuits of the ment are supplied with the ergy from agenerator 64 or vehicle equipelectrical enother suitable source. Thecircuit of the solenoid or mag-' net 24 of the controlling valve 7includes generator 64, conductor 60; magnet 24, conuctor 68, armatureswitch 52 of a safety magnet 52, conductor 69, clear -magnet switch,and'conductor 65. The conductors 65 and' 69 are connected to the bindingpost 85 and contact terminal 87, respectively, of the clear magnetswitch, whereby the switch arm 83 normally connects said conductorspockets of the casing 49 contalmng the magnets are provided with whenthe clear magnet 46 is down, and since the armature switch 52 isnormally closed, the circuit of magnet 24 will be normally closed so asto energize said magnet and raise the weight arm 23 to retain the valve7 in normal position. It is evident that if the current fails, by theopening of either or both of the switches in the circuit for thatpurpose or by the failure of the vehicle equipment to be in operativecondition, the magnet 24 ,will become dead, thereby releasing the valvestem or shaft 8 andpermitting the weight arm 23 to open the valve 7 forthe flow of air to the signal devices and train or vehicle retardingmeans. This assures of the vehicle being given a danger signal and beingstopped whenever the circuit of magnet 24 is opened by the apparatus inoperation or whenever the apparatus is not in operative'condition, suchas the failure of current or the like. The clear magnet switch isnormally held closed due to the fact that the magnet 47 is attracted tothe rail 36' or other magnetic object, thus maintaining clear conditionsas long as current flows through said magnet, but if it fails,

then the magnets 46- and 47 go up by the.

force of their lifting spring 81, and the clear magnet switch thereforeopens between conductors 65 and 69 and thus opens the circuit. 4 r

The magnets 46, 47 and 48 are all normally energized, with the magnets46' and 47 down and the ma et 48 up, as seen in Fig. 1. One of thecircuits includes generator 64, conductor 66, normally closeddannormally energized, and failure of current in magnet48 will alsodeenergize magnet 52 so that switch 52 opens and magnet 24 becomes dead.The attraction of the danger magnet 48 to the respective armature 40 inraised position will swing the arm 61 so as to open the danger magnetswitch and the circuits thereof, so that all magnets become dead. Thus,the magnet 24 is deenergized either by the release of the normallyattracted clear magnets 46 and 47, or by the response of the dangermagnet to the track device, providing a double acting arrangement. Theconductor 67 has branches connected to the magnets 46 and 47 both inparallel with the magnet 48 and with one another, and the returnconductor is also branched and connected to "the magnets 46 and 47 tocomplete the shunt circuits thereof In the danger magnet switch, theconductor 67 like the conductor 65, is connected to the binding post 85and switch arm 83, but owing to the difference in the normal position ofthe magnets of the two sets, the conductor 66 is connected to theterminal member 89 instead of the contact terminal 87 as with theconduc- ,tor 69. This is done to provide closed circuits for bothswitches with the magnets 46 and 47 normally down and the magnet 48normally up. Should the current fail in any of the several circuits, adanger signal will be given and the train retarding or stopping meansbrought into action.

Operation.

In Fig. 1, the apparatus is shown in clear condition, the armature 39being raised to attract the magnet 46, which in being moved downwardlywill carry the magnet 47 into attractive relation with the rail 36, sothat the magnets 46 and 47 are held down against the tension of theirspring 81, as long as said magnets are energized. This maintains clearconditions by holding the clear magnet switch closed, and the magnet 48although normally energized is held in.

7 obtained should the vehicle pass one of the track .devices in normaldanger position motive power.

- without having been moved to clear position. Thus, as'sumingthat thearmatures 40 are in'raised position, as seen Fig. 4, the magnet 48 inpassing over one of said armatures will be attracted thereto and moveddownwardly, "thereby opening the danger magnet switch between theconductors 66 and 67, and 'this'will open the circuits of all threemagnets 46, 47and 48, as well as the circuit of magnet 5 2. The circuitof the magnet 24 is therefore opened at two places, viz., at the switch52" and at the clear magnet switch between the conductors 65 and 69. Theswitch '52 is opened by the responsive movement of the magnet 48, andthe clear magnet switch is opened by the release of the magnets 46 and47 when they are deenergized. This provides for a double action, inthat, danger conditions [are brought about by either the response of thedanger magnet or by the return ofnormally energized and responding clearmagnets 46 and 47. The slightest downward movement of the danger magnet48 opens the danger magnet switch, so that current will not flow throughany of the' magnets. The magnet 48 being de'nergized after the dangersignals are given. will be returned or raised by its spring 81, but themagnets 46 and 47 having also been raised by their spring 81 will retainthe clear magnet switch open during danger and caution conditions, itbeing noted that during these conditions, the clear magnets 39 are downso as not to at tract the magnet 46, and the magnet 47 is far enoughaway from the rail 36 or other magnetic object not to be attractedthereto unless the magnet 46 is first attracted and moved downwardly.These conditions will prevail until the apparatus is again cleared.

When the valve '7 is operated by the fall of the arm 23 whenever themagnet 24 bematica'lly for indicating danger visually andv audibly, andthe air will then flow' to the device 13 for shutting-off the steam orother The air also flows into the upper end of the casing or cylinder 26so as to force the piston 29 down, and its pin 29 in working in thegroove 28 will rotate the stud or member 28 and thus operate thebrake-valve 2 to vent the brake pipe 4" and apply the brakes.

Should it be desired to proceed under caution conditions, the operatoror authorized person can swing the handle 16 of the speed control device10, so as ftO reverse the valve 16. This will close the passage 22through .34, and devices13 and 25 to the atmosphere.

which the air normally passes from the supbe again ap lied,

This allows the power to will raise the piston 29 and the spring 30 andreturn the member 28 so that the operator canrelease the brakes. Thereversal of valve 16, however, opens the passage at that point, and thepassage 31 so that the air enters the cylinder and tends to move .thepiston 19 and valve "I'Od' 17 forward, which is prevented by the leveror detent 38,

.10 when" traveling below a predetermined J valve 7 which remainsindanger position.

. The danger signals are therefore again given and the vehicle stopped..This' pre- M vents the vehicle fromtraveling above the allottedspeed'in the danger zone, but still permits it to move slowly to pass into asidingor the like. When the vehicle is stopped under caution-conditions,the valve 16 can be returned so that the air will again enter theforward end of the cylinder 20 to return the piston 19 and rod 1 as seenin Fig 1, without releasing the brakes or power interrupting means, andif the vehicle has been stopped or is moving slowly, so that the leveror detent' 38 is again in active position,

the valve 17 can be reversed again to caution position without stoppingthe vehicle again unless the speed allowed lsexceeded.

The caution and danger conditions will 40 be'maintainedfuntil theapparatus is positively cleared,an,d until'such is the case the vehiclemust'either remain at rest or proceed slowly underjjcaution conditions,as above described. When the track is clear, and a I K track.devicewhich the vehicle passes set to clear position with the armature39 raised, the.ma'gnet'46 in passing thereover will be attractedthereto, thereby closing the clear -magnet switch I which will then beheld closed by the magnet 47 remaining attracted to the rail 36." Thecircuit of the magnet 24 is now 'closed,.because the switch 52 remains Yclosed whenthemagnet 48 is raised and en-' ergized, v an dthe)" clearmagnet switch is 55 closed theresponse of the clear magnet.

l The valve 7 is therefore returned to the clear position as before,and, the vehicle can proceed unrestricte'das 'abovedescribed, beforethedangerflsignal was given:

-.1Blo ck.stgMZ.s3/stem and truckiglegices'.

".1? Fig. 5' illustrates" the conjunctioni-of a series of the trackdevices-at intervals along the track with a block signal system ofsimple1normal danger arrangement. The rails 36am divided into thesections A, B, (){D and E insulated from one another, andelectrically-operated semaphores 37 are located between the blocks, eachof which contains two or more sections; As many track devices can beused as desired, and as shown, they are placed at the junctures of thetrack sections and between the ends thereof. The

signal system illustrated is a well lmown simple form and includes anelectromagnet mally closed circuit "for each sectionand maintain themagnet 70 energized. Each magnet 70 attracts and normally closes anarmature switch 73 disposed in signal cir- '70 connected to each pair ofrail sections at one end and a track battery 71 connected thereto at theother end to complete a nor cuits 72 of the semaphores 37, and each ofsaid circuits also includes an armature switch 74 attracted and normallyopened by A a ma et 70 in rear. Thus, taking one cirwit 2, it includesthe semaphore 37 between sections B and C, armature switches 73 at theends'at section C, armature switch 74 between section A and B, and thesolenoids or magnets 44 of the track devices of the centers and forwardends of the sections B and C. The normally opened switch 74 opens thecircuit, so that the respective semaphore and track devices or armaturesthereof are 1n normal danger position. This condition will also exist ifsections C or D are occupied, because this will short circuit one of themagnets 70 of said sections to let I the respective switch 73 open andthe opening of the semaphore circuit at any one of the several pointswill produce danger conditions. However, should a train enter sec-.

tion B, moving toward the left in Fig. 5,

the magnet 70 of said section will be short circuitedand thereforedeenergized, so that its switch '74 will close the circuit and thus movethe semaphore and'track devices to clear position, .whereby the traincan advance past the semaphore into the next block. When the trainenters section 0, the

magnets 70 thereof will be-denergized by,

the short circuit established, and even though switch 74 is-againopenedas well asswitch 73between sections B and C, a

second normally opened switch 75 of the magnet 70 under discussion will.be closed magnets 44 in advance, so that the train can switc ."by thedeenergization of the said magnet i .70, and thus close 'the circuit ofthe two ass the respective train" devices. The 75 forms a short circuitbetween the battery 76 of the circuit 72, and the 'sema phone 37 andmagnets 44 in rear, so that a train following in section B will bestoppedbecause the said semaphore and last men- "tioned" magnets willbeat danger, altlough train already in the block can procee. 1

This arrangement is just one of many in shaft with cranks for saidarmatures to actuate them.

2. Vehicle controlling apparatus embodying a controlling device on thetrack having alternately movable armatures and a rock shaft foractuating them provided with angularly adjustable cranks journaled tosaid armatures.

3. Vehicle controlling apparatus embodying a non-magnetic casing on thetrack,

bearings therein, controlling armatures for vehlcle devices w1th1n saidcasing and movable up and down, journal sectlons journaled to saidbearings and armatures, and crank arms connected for adjustment withsaid journal sections to provlde adjustable cranks for alternatelyraising said armatures.

4. Vehicle controlling apparatus embodying a track armature arranged forthe passage of a responsive vehicle device, and laminated longitudinallyof the. track in planes in which said device moves.

5. Vehicle controlling apparatus embodying a track armature arranged forthe passage of a responsive vehicle device, and laminated longitudinallyof the track in planes in which said device moves, and supporting andactuating means for said armature'hav1ng a journal portion extendingthrou h the laminae of said armature.

6. ehicle controlling apparatus embodying movable magnetic means on thevehicle track for influencing a vehicle carried device,

and means for supporting said means from the traffic rails clear of thecross ties thereof,

so as to 'yieldand remain in fixed relation with the rails in order tomaintain a uniform clearance between said magnetic means ing' anon-magnetic casing 0n the vehicle track, movable magnetic means withinsaid casingto magnetically influence a passing vehicle device, andsupporting means for the casing having means for attachment to traf-155fic rails, to hold said casing clear of the cross\ ties, and rovidingmeans for keeping the\ casing an vehicle carried devicewithinauniformdistance of one another and to provide ample clearance between them atall tunes. I

8. Vehicle controlling apparatus embodying movable magnetic means on thetrack for magnetically influencing a passing influencing device, and across bar supporting said means clear of the cross ties and having meansfor attaching it to the traflic rails, to insure, at all times, ampleclearance between said means and device.

9. Vehicle controlling apparatus embodying movable magnetic means on thetrack for magnetically influencing a passing vehicle device, and a crossbar'supporting said means and havingrclamps for attachment to thetraffic rails to support said means clear of the cross ties, and alsopreventing-the rails from spreading, said bar retaining said means in afixed relation with the traflic rails to assure of a suitable anduniform clearance between said means and device at all times.

10. Vehicle controlling apparatus embodying magnetic armatures on thetrack for magnetically influencing a passing vehicle device, anon-magnetic casing containing said armatures, and a cross barsupporting said casing above the cross ties of the traffic rails, andprovided at its ends with clamps'to embrace the base flanges of saidrails, in order to provide uniform clearance between said casing andvehicle carried device even though the rails may give under the weightof the vehicle, and to also pre-- vent the rails from spreading.

In testimony whereof, I hereunto set my hand and sealthis 5th day ofOctober, 1918. 95

ALFRED L. RUTHVEN.

In-presence of E. A. RUTHVEN, WM. J. H WARD.

